Car construction.



;N-o.' 859,896. V l a xsm iigyuue, 1907.

' 'e'. w'. SCOTT.

GAR-CONSTRUCTION: APPLICATION FILED M11024, 190a. RENEWED r33. 7, 1907-.

' 2 sums-$113M 1.

wzfn'mw in van for-' Garry's W Scott; a

PATENTED JULY 9, 1907.

No. 859,896. I

In 226?: for: Scott 2 SHEETBBHEET 2.

Geo

G. WQ SCOTT.

v GAR CONSTRUCTION. Ayrmonxon Mum MAR. 34. 19am B'B'nswnn PM. '1, 1907.

Wi-ZneLs-sea.-

UNITED STAT S PATENT OFFICE.

GEORGE wELsBY SCOTT, or oHIeAeo, ILLINOIS- GAR CONSTRUCTION. 9

Specification of Letters Patent.

"Patented July 9,1907.

Application filed March 24, 1903. Renewed February 7, 1907. Serial No- 356,259-

To all whom it may concern: a

Be it known that I, GEORGE WnLsnY Soon, acitiz'en of the United States, residing at Chicago, in the county of Cook and State of Illinois,'have inventedcertain new and useful lmprovements in Car Construction, of which the followingis a specification.

My invention relates to the railway cars used for V carrying liquids in tanks, and particularly to the underframing for supporting the said tanks the same being preferably a rigid structure, made of metal. In my Patent No. 740,187, issued September 29, 1903, I have shown the general form of underframing which I prefer, and in another co-pending application by myself and Paul Carpenter, No. 132,309, I have shown theappli cation of said framing to the support of the tanks com-.

inonly in use for carrying liquids. The present invention has for its object to improvethe rigidity, compact- 'ness and efficiency of those structures and to make the assemblage of parts as illustrated in preferred form in the accompanying drawings, wherein, V

Figure 1 is a perspective view of one end of my tank car frame.

Figure 2 is a front elevation of the body bolster. Figure?) is a plan view of the same.

Figure 4 is a central vertical section of the body bolster, and Figure 5 is a detached view of the center pin for the bolster; Q

Figure 6 is a side elevation of one of the tank bolsters. Figure 7 is a plan view, andFigure 8 is an end view of the same. '1

Figure 9 is a central vertical section of the tank headblock and bracket, and Figure 1.0 isa front elevation of the same. 1

Figure 11 is afragmentary horizontal section through one of theoutside ends and the bolts holding the block and'bracket togetherf Figure 12 is aplan view of the tank head-block and bracket. I

' The common practice at the presenttime i'n tank ca r construction is to employ a series of wedges or supportingblocks'placed' upon the side of tank and on the floor of the car and held in place hy spikcs or bolts; in metallic car construction the prevailing custom is to support the tank from rolling sidewise by means of separate wedge bolsters on the floor, or sometimes struts extended from the side sills of a flat surrounding frame. In all these the blocks placed under the tank to prevent it from rolling are separate pieces, not parts of the frame, and in most cases there is an additional bolster placed underneath the frame of the car to cooperate with the truck bolster, which is a member separate from the members of the car frame. The

great disadvantage of all constructions'atpresent known to me is that they are composed of parts which are put together in such a way that by the constant jarring of the tank uporrits supports they become loose and eventually tear apart, and tend todestroy the entire structure. v

To overcom'e these disadvantages andothers, and to provide a structure at once eminently suitable for its purpose and rigid and. substantial in character and having a reduced cost of construction, I have employed in the first place a frame in which the end thrusts of the tank incase of shock are taken directly upon a single stiff member which runs from end to end under the center of the tank. In the second place I provide a bolster for the ends of the tank which itself forms a body bolster of the frame, a floor beam, and a tank bolster in one, and is rigidly connected with the said cen-- ter sill or beam. 1 also use tank bolsters which while they perform the functions of the ordinary chock blocks under the sides of the tank, also constitute members of the frame of the car, connecting the sills. For the 'end supports of the car I provide a bracket and head-block, 'whichlatter is held in place adjustably and the bracket attached immediately to the directline thrust and tension member under the center of the tank.

In the accompanying drawings, the general form ofthe frame, comprising the side sills 13 and the center sill 14 with the diagonal braces 20 and 21, is essentially the same as in the applications above referred to.

Near the ends of the frame, at points opposite to'the position of the truck bolster, I provide the frame with a member 15 which-forms at the same time a body bolster and one of the elements ofthe car framing. It is in one rigid piece and extends between the side sills and is joined to the center sill 14 by head abutment of the latter and riveting with angle irons. Between this bolster and the end sill 27 are the usual draft sills 19, rigidly attached in any desiredmanner to both the :bolster 15 and the end sill 27, the whole being stiffened by the addition'of the top plate 26.

'. The-body bolster 15, as shownin l igures 2, 3 and 4,

is made ina general truss form and has integrally with it a recessed seating face 16 for the reception of the tank,

its two ends being somewhatcoped and generally presills 13. The beam maybe made with extra stiffening flanges 17 as shown in Figure 1. A t the center, on the under side of the body bolster is provided a bearing plate 34 shown in section in Figure 4, which is pr0*"'l ed .ferred 'to fit within the channel bars forming the side with an opening 36 and aheadway 35 is cut out of the .web of. the member 15 fo'r the reception of the center pin or bolt 37. It will be' understood that this bolt 37 is placed Within the opening 36 and then provided Withir'collar 38 which maybe pinned in place. The bolster is prbvided with top and bottom flange menubers, after the manner of an I-heam and preferably the lower flange of this bolster.

center sill and the draft sills, (14, 19), rest upon the It being understood that the members 15 serve; the purposes of body bolsters and take the entire weight of the frame and of the car, and contents'ifany, and transmitit directly to the truck bolsters below..'' The bolster may be provided also with the bearings 18to co-operate with the side bearings of the truck.

Intermediate between the body bolsters in the frame I provide aseries of tank bolsters 22, which are'preferably made in half sections and abut against the center sill 14 as Will be plainfrom Figure 1. They are in general'form the same shape as the half of the body bolster except that they maybe conveniently made without the vertical stiffening ribs 17 They are also provided with curved recessed seats 23 to take the form of round tanks ordinarily used on railwaycars.

Though I preferably use a single center sill 14 it will be evident that two or more can be used in the same way. I e

The bolsters thus serve the purpose of floor beams,

* and bolsters or chock blocks under theside of the tank,

and connections between the side sills of the frame; and in addition to this thebolster 15 forms a car bolster -to co-opera'te with the truck bolster.

In order to take the end thrusts of the tank which are induced by the shocks of. starting and stopping and also-by the hammer like blow'of the surging liquidinside the tank, I provide preferably upon the draft sills 19 a bracket 24 which is provided with a supple- -mentary movable head-block 25 attached thereto, by

be'seen that it is formed with a recess on' its inner side for taking a wooden or other filling or cushion block '28 for immediate contact with-the tank. The head block 25 is thrust securely and tightly againstthe tank by means of the screws 29 which may be fixed in place by the usual nut-lock. The head of the two outer bolts 29 may be provided with annular grooves as shown in Figure 11 and a pin 31 isprovided which copperates with said grooves to allow the nut to turn,

while yet retaining it in place within the head-block 25. Fromthe above-description it will be seen that i have provided a tank car frame in which the end por tions of the tank are supported upon integral rigid the draftsills, and those lattcnbcing directly lixcd lo this continuous center element" of the frame and strapped to the side sills also, it will be evident that any lengthwise thrusting strain upon the tank will be communicated to all three of the longitudinal members and that the end thrust will'immediately be taken up by the brackets attached to the single central beam. At the same time the position of the tank upon the frame is secured in curved recessed bearing faces 16, of the bolsters which are'rigid and not composed of parts which may work loose and come apart as in the ordinary construction. ,It may also'be seen that in this construction the weight of the tank and its contents is borne directly by integral members of the car framing;

the individual loads or stresses then being transmitted in the form shown. By this means they may be made more uniform in weight and dimensions and very much facilitate the assemblage of" parts in making car -,frames. In this way also the bearing plates under the bolsters,,.and theopenings for the center pin may be While I have illustrated and described this provided. construction as especially adapted to car'frames used for tank cars, it will of course be understood that the invention is equally applicable to any other car frame. The advantages of using an integral member to form the cross beam of, the frame and the car bolster at the same time'are' plainly as valuable in one kind of frame as another, and are not limited to frames where n the bolster is made with arecessed top to accommodate a tank placed thereon. Also the-advantages of forming the bolster with vertical ribs to strengthen it against longitudinal shocks from the center sill, and the dcpressed position of the lower flange, by which the center sill is given an additional support independent of the riveted angle irons, are entirely independent of the particular use of this construction for tank car frames.

Having thus described my invention and illustrated its use, what I claim and desire to secure by Letters Patent is the following:

1. A tank ear frame comprising a central longitudinal I sill and two recessed cross beams for the reception of the tank rigidly attached thereto forming at the same time body bolsters and members of said frame.

2. in an under-frame for tank cars,' in combination with the longitudinalcenter sill thereof, the combination body holster and cross beam comprising a single member directly Jltiililhiti to the side sills and abutting against the end of the center sill and being provided with a recessed top for the reception of thetunk, substantially as described.

3. in a metallic under-frame i'or,i:rnk cars, a body bolster having a recessed top portion for the reception of'thc tank, a lint portion in serve as :1 floor beam, and the whole bol- -sier forming an integral member oi the frame of :r car.

4. in a metallic under-frame for tank cars a body bolsicr provided with a recessed top portion for the tank, a iloor portion. and a bearing plate to co-operute with the truck bois lcr, and provided with means for receiving and retaining the center pin oi the truck. I

7|. In a metallic underl'rame for tank cars, in combinailon with a central longitudinal sill. an integral recessed tank bolster forming at the some time a member of the framc and abutting against said center sill, di'nl't sills ere lending in the same horizontal plane with said ccnici' sill, and a thrust. brockcl and head-block for the inuk rigidly scoured to said drnli sills, substantially as described.

6. In a metallic underframe for tank cars, a body bolster integrally formed of a generally I-beam shape, having a horizontal flat portion for the floor planks and a recessed top portion to receive the tank, and belng provlded underneath with a bearing plate and a recess for the reception of the center bolt 0! the car truck.

7. In a metallic under-frame for tank cars, in combina tion with alslngle center sill thereof and a. body bolster provided with an integral recessed top, of draft sills extending in the same horiz'ontuiplane with the center sill and an adjustable abutment thereon for the end portions of the tank, substantially as described.

- 8. In a metallic underframe for tank cars, in combination vwith a single rigid longitudinal member of said frame,

a bracket fixedupon an extension of said longitudinalmemher, a movable head-block for the tank resting on said extension and asset of bolts threaded into said brackets and rotutablyre'tained in said head-block, whereby the headblock may be adjusted in longitudinal position along said extension, substantially as described.

9. In a metallic underframe for tank cars, a body bolster provided .with a floor portion and a. recessed portion for the tankja bearing plate to co-opernte with the truck bolster,

means fori'etalning the'center bolt therein and bearings at each side of said center plate, whereby said body bol ster performs at the same time the functions of a cross beam of the frame in addition to that of a body bolster to support the weight of the tank upon the truck, substantlally as described.

10. In a metallic underframe for tank cars, a member I comprising a recessed upper face for the reception of the tank, with wings extending therefrom attached to the side'sills of the frame and an integrally formed bearing plateto cooperatewvith the truck bolster whereby thetank bolster, the cross beam and the frame bolster and the hearing plate constitute an integral piece and transmit the, 

